Moses milliiatjser



(No Model.

M. MILLHAUSER.

AUTOMATIC SWITCH.

No. 366,786. Patented July 19, 1887.

EM i

E II" "Him RI WITNESSES a INVEJVTOR i 9 ,6 I 35 0660364 Mau w A! W; @270 W x 4,

' flttorney UNITED STATES MOSES MILLHAUSE R,

PATENT OFFICE,

OF NE? YORK, N. Y.

AUTOMATIC SWITCH.

SPECIFICATION forming part of Letters Patent No. 366,786, dated July 19, 1887.

Application filed February 10, lrh'i. Serial No. 221107. (No mndcLl To all whom, 2'15 may concern:

Be it known that I, MosEs llIILLHAUSER, a citizen of the United States, residing at New York city, in the county of New York and State of New York, have invented certain new and useful Improvements in Automatic Switches; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to automatic switches for railroads; and it consists in the novel construction and arrangement of parts, as will be hereinafter described, and particularly pointed out in the claims.

In the accompanying drawings, Figure 1 is a plan view of the switch. Fig. 2 is a crosssection showing the means for operating the switch, and Fig. 3 is a longitudinal section of the same.

Referring to the drawings, the letters A and A designate the sections of the main rails of the track, which are secured to ordinary sleepers or ties, n, in the usual manner.

A denotes the switch-rails, which are secured at the end next to the section A to the sleepers of the rails of the section A. The section A is provided at its end with an intermediate section, A the rails of which are pivoted to the end of the rails'of said section A by means of pins 1), or in any other suitable manner, to form hinge-joints with said rails of section A, and are adapted to connect with either the rails of section A or switch-section A as may be desired. The intermediate section has connected to its middle portion,-on itsnnder side, a bar, 13, which has connected to it a plate, 0, which is pivoted at one end to one of the sleepers, as shown, by means of a pin or bolt, 0. The plate 0 has formed on its upper surface a double cam, O, for a purpose hereinafter explained. To one of the sleepers, as shown in Fig. 1, and abutting on the outside of the section A, and which projects be yond the ends thereof, are secured stops (7, which prevent the free ends of the interme diate section, A, from passing out of line with the ends of the rails of the section A. The bar B slides on a block, F, and is pivoted to the plate 0, being located in a recess or groove on the under side of said plate, the said groove being of greater width than that of the bar, so as to permit the free action of said bar when moved.

The letter D represents the truck of a locomotive or car, having at its front end brackets (1, provided with openings in which the vertical spring rods or shaftsff are located, said shafts having on their lower ends disksff", while the upper ends of these shafts have re movably connected to them levers g g, which are connected to upright standards c c, by means of which the disks are thrown into or out of engagement with the double cam O on either side thereof, whereby the intermediate section, A, can be shifted to the right or left, as may be required, to connect with the switchrails A or main rails A A.

The manner of operation is as follows: A car being on the main section A and traveling in the direction of the arrow E, if it-is desired to run the same on the switeh-section A the rodfis depressed, so that the disk f is brought in contact with the side of the cam 0, whereby the intermediate section, A is swung so that the rails thereof connect with the rails of the section A and the car runs upon the switch, leaving the main-rail sections open. If a second car coming in the same direct-ion is dc; sired to run on the main section A, the disk f is depressed and the intermediate section, A", is swung so that the rails thereof connect with the rails of said section A, and the car then runs on the said rails. WVhen, however, after a car has been run on the switch and another car is on the main section A, and is going in the direction of the arrow E, and it is desired to continue it on the main section A, the disk j" of said second car is depressed and brought into contact with the cam, so that the rails of the intermediate section are swung into connection with the rails of said main section A, whereby the main line is intact and the car can move thereon.

I am aware that it is not new to construct an automatic switch the rails of which are hinged to the main rail; neither is it new to provide said movable section with cams, whereby the same can be operated by means attached to the car, and such I do not claim; but I am not aware that it is old to construct a switch,

as herein described, wherein the intermediate portion is hinged to the same sleeper as the rails, nor where the stops are secured as herein described.

What I claim is 1. In an automatic switch, the verticallymovable spring-rods ff, having disksf f at their lower ends, and provided with levers or handles pivoted in standards to the truck of a car or locomotive, in combination with the intermediate railrsection, A, and an operatinglever having double cam 0', all substantially as shown and described,

I 2. In an automatic switch, the main sections A and A, the intermediate section, A forming part of the main track, and having its rails.

hinged to the rails of section A, the switchsection A, the bar 13, the plate 0, hinged to the sleeper on which the rails of A and A are cam-plate with recessed under surface, as shown 0 and described, and for the purpose set forth. In testimony whereof I affix my signature in presence of twowitnesses.

MOSES MILLHAUSER.

Witnesses: I

SAMUEL ULLMAN, JAMES R. LGANE. 

